mfg

Only if it’s exactly the correct length… which it probably isn’t! Universal cores that can be cut to size should probably still be available though.

Our hero, Raymond Loewy, went into retirement at the age of …..?….. 1) 69……2) 76……3) 80….or……4) 87

That was a prudent move!… Although an Avanti’s power window motor is small, the torque it develops (through gear ratio advantage) is considerable…. Much more torque than a person would normally apply to a manual window crank!

Yes Dwight… 3 spd o/d with power steering…. I’ve never driven a 56J without power steering…. Has to be difficult.

PS… I guess they wanted to make sure their engines burnt oil!!!!!

I used to look forward to receiving their catalog back in the ‘sixties’… Whitney even had complete used engines “CHECKED FOR OIL BURNING” for sale as part of their huge inventory!!

I may have found these assist springs… (O’Reilly’s)… Will check them out later!

Glad it worked out!… Another important function of that same light is to alert driver if one or the other side of the car’s hydraulic brake system has failed.

As an aside…. Asking prices for used Paxton/McCulloch superchargers on eBay (for example) are going through the roof! I wonder how many perspective buyers realize the ‘can of worms’ they may be purchasing? Buyer beware when considering acquiring one of these 60+ year old used units!

Your JC Whitney reference made me laugh… but you’re exactly correct that items like these could be found in that great old catalog! I was hoping there still might be a source somewhere… or even a used set…they really can’t go bad !

Your Avanti has what GM Called “Computer Command Control System” That check engine light is part of that (emissions) system. It should go off a few seconds after you start the engine…..If it stays on, it does not mean there is an engine problem… The light staying on indicates a problem in your Avantis emission system… which could be a multitude of items. There’s a plug under your dashboard that a code reading device can be plugged into which may zero in on the issue.

Years ago I purchased a pair of ‘helper’ coil springs that fit around and fastened to the front shock absorbers, and inside the main coil spring. I’ve recently installed new HD front coil springs and gas shocks on my ‘56 Golden Hawk, but that heavy Packard engine still tends to pull the nose down. Does anyone on this forum know of a source for the type of helper springs I’ve described? … I haven’t been able to find these locally anymore… or on the internet…,. Thanks folks!

So, I take from the above insightful replies that, for an R1 converted to R2 specs… without a cylinder head change… Improved (forged) pistons, and aviation type gasoline are the safe play! (If engine is to be run hard)

I’ve mentioned this before, but am still wondering about the necessity of changing cylinder heads when converting an R1 Avanti engine to Avanti R2 specs. Is 10 or 10.25 to 1 compression ratio really too high when the added boost of a Paxton supercharger is put into the mix? I realize Studebaker decided a compression reduction to 9 to 1 was, for warranty issues, a prudent move. However, in my eyes the bottom end of a Studebaker V8 is so robust that 10 to 1 plus a Paxton seems like child’s play! Continuing thoughts on this subject are welcome!! 🙂